Task 3 Report: Information Search and Synthesis

SPR-752March 2017

Prepared by:Allan Rutter, Dan Middleton, and Nick WoodTexas A&M Transportation Institute3135 TAMUCollege Station, TX 77843-3135

Published by:Arizona Department of Transportation206 South 17th AvenuePhoenix, Arizona 85007In cooperation with U.S. Department of TransportationFederal Highway Administration

This report was funded in part through grants from the Federal Highway Administration, U.S. Department of Transportation. The contents of this report reflect the views of the authors, who are responsible for the facts and the accuracy of the data, and for the use or adaptation of previously published material, presented herein. The contents do not necessarily reflect the official views or policies of the Arizona Department of Transportation or the Federal Highway Administration, U.S. Department of Transportation. This report does not constitute a standard, specification, or regulation. Trade or manufacturers’ names that may appear herein are cited only because they are considered essential to the objectives of the report. The U.S. government and the State of Arizona do not endorse products or manufacturers.

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CONTENT

Introduction 7

Background.....................................................................................................................................Methodology..................................................................................................................................Contents.........................................................................................................................................

Smart Roadside Initiative 8

Introduction....................................................................................................................................Focus Areas.....................................................................................................................................Electronic Screening.......................................................................................................................Virtual Weigh Stations..................................................................................................................Wireless Roadside Inspections.....................................................................................................Truck Parking................................................................................................................................SRI Gap Analysis............................................................................................................................

Multimodal Freight Considerations 27

Introduction..................................................................................................................................ITS MARAD Program.....................................................................................................................Relevant Multimodal Research.....................................................................................................

Lessons Learned from Other Initiatives 37

Introduction..................................................................................................................................Freight Advanced Traveler Information System...........................................................................Freight CV Pilot.............................................................................................................................Freight Bottlenecks.......................................................................................................................Connected Vehicle Harmonization...............................................................................................

Toolbox Applications 47

Introduction..................................................................................................................................Toolbox for I-10............................................................................................................................CMV Needs...................................................................................................................................

References 53

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LIST OF FIGURES

Figure 1. Enforcement Rates as a Function of Transponder Penetration and WIM Threshold................10Figure 2. Percentage of Drivers Reporting Shortages of Safe Truck Parking by Region............................18Figure 3. Top 15 Cited Interstates with Shortages by OOIDA/ATA Truck Drivers and Professionals........19Figure 4. Test Site Ingress—Technology Array.........................................................................................21Figure 5. Error Rates for Each of Five Monitored Truck Parking Space....................................................23Figure 6. Applications Considered for Improving Freight Reliability........................................................39Figure 7. Applications Considered for Improving CMV Safety..................................................................40Figure 8. Schematic of Vehicle-to-Infrastructure Weather Data Collection.............................................44

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LIST OF TABLES

Table 1. WRI Program Phases and Schedule............................................................................................15Table 2. Truck Parking Findings for I-10 States.........................................................................................17Table 3. Current Data Sources for Freight Operations.............................................................................45

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LIST OF ACRONYMS

ANSI.............American National Standards InstituteATA..............American Trucking AssociationsATRI.............American Transportation Research InstituteCACC............Cooperative adaptive cruise controlCAN.............Controller area networkC-ITS............Cooperative intelligent transportation systemsCMV.............Commercial motor vehicleConOps........Concept of operationsCOTS............Commercial off-the-shelfC-TIP............Cross-Town Improvement ProjectCV................Connected vehicleCV/AV..........Connected vehicle/automated vehicleCVRIA...........Connected Vehicle Reference Implementation ArchitectureDMS.............Dynamic message signDSRC............Dedicated short-range communicationEDI...............Electronic Data InterchangeFAST.............Fixing America’s Surface Transportation ActFASTLANE....Fostering Advancements in Shipping and Transportation for the Long-Term Achievement of

National Efficiencies grants FHWA..........Federal Highway AdministrationFMCSA.........Federal Motor Carrier Safety AdministrationFOT..............Field operational testFPM.............Freight performance measuresFRATIS.........Freight Advanced Traveler Information SystemGDP.............Gross domestic productGPS..............Global positioning systemHAZMAT......Hazardous materialsITS................Intelligent transportation systemMAP-21........Moving Ahead for Progress for the 21st CenturyMARAD........Maritime AdministrationMDOT..........Michigan Department of TransportationNATSO.........National Association of Truck Stop OperatorsN-CAST.........National Corridors Analysis and Speed ToolNHS..............National Highway SystemOBD.............Onboard diagnosticsOBDII-PID.....Onboard diagnostics II, parameter identificationOOIDA..........Owner-Operator Independent Drivers’ AssociationSCMS...........Security Credentialing and Monitoring SystemSHA..............State Highway Administration (Maryland)SRI...............Smart Roadside InitiativeTCP/IP..........Transmission Control Protocol/Internet ProtocolTIGER...........Transportation Investment Generating Economic RecoveryTMC.............Transportation management centerTPIMS..........Truck Parking Information Management SystemsTSPS.............Truck Smart Parking Services, Inc.

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TTI................Texas A&M Transportation InstituteTxDOT..........Texas Department of TransportationUSDOT.........United States Department of TransportationV2I...............Vehicle-to-infrastructureVMT.............Vehicle miles traveledVWS.............Virtual weigh stationWIM.............Weigh-in-motionWRI..............Wireless Roadside Initiative

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INTRODUCTION

BACKGROUND

The development of an I-10 connected freight corridor concept of operations (ConOps) is the first step in realizing an integrated corridor management system for commercial vehicle operations moving along I-10 from the Ports of Long Beach and Los Angeles on the California coast to the Port of Beaumont in Texas and all points between. The overall goal of this project is to develop a ConOps for an I-10 western connected freight corridor to enhance safe and efficient freight movement through institutional and stakeholder collaboration and integration of existing corridor infrastructure. The overall objectives of this project include developing a framework that could lead to the harmonization of transportation standards across state lines, and facilitating successful deployment of technologies and applications for commercial vehicle movement along the corridor.

METHODOLOGY

The Texas A&M Transportation Institute (TTI) team conducted the literature search using databases and resources available through the Texas A&M University Libraries and Internet resources. The TTI team also used the National Transportation Library maintained by the U.S. Department of Transportation (USDOT) Office of the Assistant Secretary for Research and Technology. Some of the information is also based on stakeholder input, not the least of which was members of the Technical Advisory Panel.

The TTI team reviewed published sources for the latest technologies, innovations, and successful practices in developing common system requirements and interoperable systems across jurisdictional boundaries (e.g., local, regional, state, and interstate) for commercial vehicle credentialing and truck traveler information systems. The review included the latest advances in the realm of connected vehicle/automated vehicle (CV/AV) initiatives related specifically to commercial vehicles. Example key words and concepts included regional harmonization, corridor freight operational efficiency, shared-use facilities, data-sharing agreements, CMV parking, SmartPark, intermodal linkages, the Freight Advanced Traveler Information System (FRATIS), multi-jurisdictional revenue streams, the Smart Roadside Initiative, truck platooning, longer combination vehicles, virtual weigh stations, enforcement pre-clearance, and connected freight corridors. The literature search assisted the TTI team in formulating a framework for identifying laws, public policies, best practices, and industry consensus standards affecting corridor use and freight operations. Researchers summarized and synthesized the relevant information to build a toolbox for development of the needs assessment.

CONTENTS

The contents of this deliverable are as follows: A synthesis of findings for the Smart Roadside Initiative. Multimodal freight considerations related to the I-10 corridor. Lessons learned from pertinent previous initiatives. A toolbox to assist decision makers in developing the I-10 connected freight corridor.

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SMART ROADSIDE INITIATIVE

INTRODUCTION

Truck demand has increased on the nation’s highways to the point that enforcement personnel and equipment must be used optimally to ensure that all CMVs that need to be weighed statically and/or fully inspected are given the appropriate attention. The Smart Roadside Initiative (SRI) is a joint modal initiative between the Federal Highway Administration (FHWA) and Federal Motor Carrier Safety Administration (FMCSA) and is envisioned as an advanced system using technology to be deployed along CMV routes to improve the safety, mobility, and efficiency of truck operations. The program is a component of the vehicle-to-infrastructure (V2I) element of USDOT’s CV research initiative and encompasses technology and information-sharing research efforts with CMV roadside elements that are crucial to the missions of USDOT. Therefore, information collected for one purpose can be shared where authorized to serve multiple stakeholders and uses.

Before the SRI, too many legally loaded trucks were being inspected and weighed, while many with less certain safety and other credentials were allowed to bypass enforcement sites due to long lines already being served. Resources were being strained to the limit while not being used to their full potential. Using wireless technologies, the SRI will allow screening of trucks and drivers at highway speeds and allow improved sorting upstream of enforcement sites to focus on problematic drivers and vehicles.

The vision for the SRI is that commercial vehicles, enforcement resources, highway and intermodal facilities, toll facilities, and other modes on the transportation system collect data for their own purposes and share the data with all involved components. If achieved, this data sharing will improve motor carrier safety, operational efficiency, and freight mobility.

FOCUS AREAS

The primary focus areas of the SRI are in various stages of operation and deployment (ITS Joint Program Office n.d.):

Electronic screening (e-screening) is a key component of the Innovative Technology Deployment Program (previously the Commercial Vehicle Information Systems and Networks), which is the information collection systems and communications networks that support commercial vehicle operation. E-screening involves automatic identification and safety assessment of a commercial vehicle in motion. With e-screening, safe and legal vehicles are usually allowed to continue on their route without interruption, while enforcement resources focus on unsafe vehicles and carriers. Currently e-screening occurs at fixed stations and on-demand verification sites.

Virtual weigh stations (VWSs)/electronic permitting was the focus of a study conducted in 2008 and 2009 to develop the foundation for roadside technologies that could be used to improve truck size and weight enforcement. Outcomes of this study included development of a ConOps for VWSs and led to development of the recently completed virtual weigh station/e-permitting architecture.

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The wireless roadside inspection (WRI) program is intended to increase the number and frequency of safety inspections at the roadside and obtain data about the commercial vehicle and its driver. The program examines technologies that can transmit safety data directly from the vehicle to the roadside and from a carrier system to a government system. The safety data being considered for transmission include basic identification data (e.g., driver, vehicle, and carrier), the driver’s hours-of-service record, and sensor data that provide information on weight, tire, and brake status.

Truck parking research and intelligent transportation system (ITS)–based project deployments will provide commercial vehicle parking information so that commercial drivers can make advanced route planning decisions based on hours-of-service constraints, location and supply of parking, travel conditions, and loading/unloading considerations.

ELECTRONIC SCREENING

Introduction

The two primary ways to facilitate e-screening are by using transponders or a smart device such as a smartphone, tablet, or telematics device running the appropriate application (app). Transponders have been used much longer than smart devices and require roadside infrastructure such as a pole and mast arm supporting the transponder reader over the lane. Systems such as PrePass have historically relied on radio frequency identification, which requires a transponder inside the CMV cab and a reader located over the lane to interrogate the transponder at highway speeds. Use of a smart device in the CMV cab relies on the global positioning system (GPS) component of the device to wake up as it approaches the weigh station.

Overview

E-screening provides a means of identifying CMVs that appear to need additional attention based on weight or credentials checks, usually as the vehicle approaches an enforcement site. Components of an e-screening system could include a weigh-in-motion (WIM) scale, in-vehicle transponders, a roadside transponder reader, and various communication links. In lieu of transponders and related roadside equipment, DriveWyze now offers a pre-clearance application that runs on a portable smart device or telematics devices (e.g., electronic log) operated inside the CMV cab. In 2013, FMCSA announced that Commercial Mobile Radio Services network devices (e.g., smartphones and telematics devices) could be used as transponders for weigh station bypass services (DriveWyze 2016). Triggering the app requires use of stored latitude/longitude coordinates of geo-fences positioned strategically upstream of the weigh station instead of roadside hardware in the case of transponders. The smart device also relies on cellular service to communicate with a database where credential data are stored. After passing the WIM system, the app or transponder system queries the cloud for appropriate carrier credentials and merges the WIM result with carrier credential information to determine bypass status.

E-screening allows enforcement personnel to check weights and credentials of participating CMVs at highway speeds upstream of the decision point to allow apparently safe and legally loaded vehicles to

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bypass a weigh station. Enforcement personnel are then able to focus limited resources on more problematic vehicles and reduce congestion at these sites.

A study focused on e-screening was conducted with the following goals: Develop a simulation model to describe e-screening operations at weigh stations Evaluate weigh station operations by varying factors such as transponder penetration rates and

WIM thresholds

The simulation process was applied to a small weigh station with a short queuing area and high truck demand, often leading to truck overflows. Results showed that properly adjusted WIM thresholds can result in significant improvement in travel time for legal trucks and reduced numbers of false green lights (bypass allowed for illegal CMVs). According to study findings, the transponder penetration rate was the single most important factor affecting overall e-screening performance. With a transponder penetration rate greater than 20 percent, e-screening benefits were significant (Lee and Chow 2011).

The simulation program also allows the user to vary the WIM threshold value (the percentage of actual WIM result to a reduced value due to WIM error) to determine the conditions that would force a capacity situation and subsequent closure of the weigh station to allow clearance of the queue. The overall effect is to reduce the number of legally loaded trucks to be weighed statically. Figure 1 indicates the effects of changing transponder penetration rates and WIM thresholds on enforcement rates.

Reference: (Lee and Chow 2011)

Figure 1. Enforcement Rates as a Function of Transponder Penetration and WIM Threshold

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E-screening Sites along I-10

According to the DriveWyze website, of the four I-10 states, only Texas and New Mexico are equipped for DriveWyze bypass; Arizona and California are not. Texas has two sites on I-10 (one eastbound and one westbound) near Seguin, Texas, both at mile marker 616. New Mexico has sites at Lordsburg at mile marker 24 (eastbound and westbound) and at Anthony (westbound only) at mile marker 160.

For PrePass, California has three sites by direction, one at Blythe (westbound only) and two at Desert Hills (both eastbound and westbound). Arizona has two PrePass sites, one at Ehrenberg (eastbound only) and another at San Simon (westbound only). New Mexico has only one site at Anthony (westbound only). Texas does not have any PrePass sites on I-10.

In summary, all four states are equipped for either DriveWyze or PrePass but not both.

VIRTUAL WEIGH STATIONS

Improvements Due to VWS

VWSs have the potential to do the following: Improve motor carrier compliance with federal and state truck size/weight laws Limit the number of roads not covered by a state’s enforcement program Improve overall motor carrier safety Improve productivity of compliant carriers through fewer redundant checks Reduce fuel consumption of legal trucks caused by unnecessary stops Reduce enforcement costs due to fewer full-scale enforcement sites Improve real-time data sharing with CMVs Provide a data source for freight and highway planners

Introduction

VWSs are one way the government is maximizing the effectiveness of limited resources to monitor and enforce CMV size and weight regulations. One of the limitations of fixed weigh stations is that CMVs can bypass these sites by using alternate routes. Bypassing trucks are thought to represent a higher than normal subset of the truck population that is more likely to be size and weight offenders.

Roadside safety inspections are the second half of the enforcement equation, with even fewer trucks being inspected annually compared to the number of vehicles weighed. USDOT reports about 177 million CMV weight inspections conducted annually compared to only 3 million CMV safety inspections. Of the 3 million safety inspections, 73 percent result in violations, whereas only 0.29 percent of weight inspections result in violations (Cambridge Systematics 2009).

To address these and other issues, states are deploying VWSs, which mimic the operation of a weigh station but do not require constant human staffing. Their lower cost compared to full weigh stations also makes them an attractive option. At least 14 jurisdictions received federal Commercial Vehicle Information Systems and Networks deployment grants in fiscal years 2006 to 2008 to deploy VWSs. As

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to what constitutes a VWS, there is no one size fits all at the present time, but as time goes on, it may become more important for a more common footprint to be developed (Cambridge Systematics 2009).

Desired VWS Operations

Based on stakeholder needs and the challenges associated with full weigh stations, the following operations and processes are desirable in a VWS:

Use technology to automatically identify carriers, drivers, and vehicles Distinguish potential weight violators based on automatic weights that exceed legal thresholds Distinguish high-safety-risk carriers, vehicles, and drivers from the traffic stream based on an

automatic screening algorithm Intercept potential weight violators for weighing on accurate static scales Allow safe and legal vehicles to travel without being delayed Conduct screening (weight, safety, credentials, etc.) on routes that are used as bypass routes Coordinate operations with nearby weigh station operators Collect continuous data and make the data available to various stakeholders Verify compliance with tax payment requirements and vehicle registration requirements Verify oversize/overweight permit procurement and compliance

A few states also use their current VWS deployments to support the following expanded functionality: Real-time identification of the carrier that is responsible for the passing CMV Implementation of an expanded screening algorithm into the screening decision:

o Motor carrier safety historyo Motor carrier compliance with size and weight standardso CMV credential/operating authority statuso Operator driver’s license status

Real-time verification of vehicle dimensions to determine the need for a permit Availability of data to support resource planning such as scheduling of mobile enforcement and

identifying locations that need fixed enforcement facilities.

Based on stakeholder input, the following future uses are being considered or could be considered (FHWA 2017):

Inclusion of CMV operator information in the screening decision Direct enforcement, which could involve issuing citations or preventing CMVs from being started Communication of real-time operational data to system managers to disseminate onboard data

to other users (e.g., speed, air temperature, or windshield wiper status) Communication of real-time traveler information to commercial drivers to indicate traffic

conditions, incidents, and location of parking Communication of commercial vehicle location data to authorized users (i.e., time/date passing

VWS) to support asset tracking and estimated time of arrival for time-sensitive loads.

Key Concepts of VWS

The basic VWS functionality is based on the following concepts (FHWA 2017):

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Use roadside technology to supplement human enforcement resources Deploy limited resources as efficiently as possible Accurately identify all CMVs in real time Determine a CMV’s weight to the appropriate degree of accuracy (e.g., 3 to 5 percent error

tolerance for mainline WIM; 1 to 2 percent tolerance for ramp WIM for sorting) Provide vehicle identification and weight data to enforcement in real time Leverage other safety and credential data in screening decisions Focus enforcement on CMVs that pose the highest risk Deploy VWS technology using an open architecture to facilitate future expansion

VWS Technology

The minimum VWS technology consists of the following (FHWA 2017): A WIM system to weigh the CMV A digital camera system to capture real-time images of the CMV crossing the WIM Screening software to integrate data from the WIM and imaging systems Communication infrastructure to make the VWS data available to authorized users

Additional functionality may be added by using the following technology: A license plate reader and/or USDOT number reader system captures electronic documentation. Commercial Vehicle Information Exchange Window or an equivalent provides real-time access

to motor carrier safety information. Permit compliance allows verification of permit issuance and approved route. A repository of past weight performance provides access to a motor carrier’s and/or CMV’s size

and weight compliance. A driver identification system provides an electronic means to accurately identify the CMV

operator while in motion. Augmented WIM scales enhance the weighing accuracy of the CMV to support more reliable

screening. Two-way communication offers the ability to share data from the CMV (e.g., speed, windshield

wiper status, or temperature) to the roadside and back.

Limitations of VWSs

The limitations of VWSs are as follows: The currently available identifiers for CMVs (e.g., license plates, vehicle identification number,

and USDOT numbers) are not conducive to being read by machine/automated systems. Human interaction is still required for some activities (e.g., issuing citations), so VWSs will be

limited in their usefulness for the foreseeable future.

Possible Next Steps for VWSs

Given the limitations, the following steps need to be considered:

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Determine which vehicle identification technology is best suited to identify all CMVs (FHWA had a universal truck identification project underway) (FHWA 2017)

Develop an architecture for e-permitting using the VWS concept Document more conclusively the benefits of VWSs Investigate implications of direct enforcement using technology

States have investigated VWSs to determine their usefulness in deterring illegal CMV operations. The Maryland State Highway Administration (SHA) installed its first VWS in Dayton, Maryland, in April 2009. A short-term evaluation used five sample CMVs selected by SHA and 85 random CMVs using the VWS as a pre-screening tool for a downstream weigh station. Some pertinent results are as follows (FMCSA 2016):

Selection of CMVs for pull-in based on WIM was 62 percent effective in detecting weight violations compared to the traditional random process, which only resulted in 1.6 percent.

Selection of CMVs for safety inspections based on sensor measurements resulted in 1.5 times better inspection effectiveness than random selection.

In this relatively small sample, weight violations were not correlated with out-of-service conditions, but these findings suggest the need for more research.

The Kistler quartz sensors achieved an accuracy level sufficient for pre-screening purposes.

WIRELESS ROADSIDE INSPECTIONS

Introduction

The goal of the WRI project was to improve safety and operational efficiency of CMVs (trucks and buses) operating on the nation’s highways by developing and testing a wireless inspection system that could conduct electronic inspections at highway speeds. This project was also considered an important asset to be used by the Commercial Vehicle Safety Alliance across all states.

Wireless Roadside Inspection Research Project

A WRI research project was implemented in three phases (Cherry et al. 2012): Phase I—Proof of Concept Test: This involved testing commercially available off-the-shelf (COTS)

or near-COTS technology to validate the concept. Phase II—Pilot Test: This involved a demonstration of the selected technology capabilities and

back office components. Phase III—Field Operational Test (FOT): This was a complete end-to-end system test on multiple

vehicles along a multi-state corridor.

Phase I was completed in August 2007. In Phase II tests, a research team conducted a demonstration of the feasibility and benefits of electronically collecting safety data messages from in-service commercial vehicles and using them to conduct WRIs using three different communication systems. The conclusion was that WRIs can result in significant improvements in CMV safety without increasing the burden on enforcement personnel. Even though the technologies hold promise for improving inspection rates and

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generating inspection reports automatically, design of the system needed improvement before being fully implemented (Flanagan and Capps n.d.).

By the end of Phase II, it became clear that more work would be needed prior to initiating a field operational test (Phase III). Therefore, FMCSA decided that the most recent work would be called Phase IIa and a new Phase IIb would be needed to conduct end-to-end full system testing. Table 1 shows the proposed timeline for the WRI program (Flanagan and Capps n.d.).

Table 1. WRI Program Phases and SchedulePhase Description Time FrameI Concept development and verification 2006-2008IIa System and Strategy Definition 2008-2011IIb End-to-End Full System Testing 2011-2014III Finalize Deployment Strategies and Impacts 2014-2017

Congressional Intervention

In an article dated May 18, 2015, the WRI program had gotten the attention of Congress, causing that body to ask essentially, “Is the program worth it?” (Dills 2015). This question resulted in a requirement that the USDOT leadership report to specific committees of Congress that the WRI program would not conflict with existing non-federal electronic screening systems and that the WRI program would not require additional statutory authority to incorporate generated inspection data into safety determinations. Privacy concerns were also part of the issues to be addressed by the government (Grisolano 2016).

Section 5513 of the Fixing America’s Surface Transportation (FAST) Act mandates that FMCSA submit to the congressional committees on transportation a report that includes a determination of whether federal WRI systems (FMCSA 2016):

Conflict with existing electronic screening systems Require additional statutory authority to incorporate generated inspection data into the current

inspection system Provide appropriate restrictions to address the privacy concerns of affected motor carriers

Phase III is an ongoing project with data collection scheduled through March 2017 and completion in December 2017. The earlier pilot test showed that a national system WRI might be feasible but requires further evaluation of interfaces between carrier information systems and the government. The current project is evaluating the uniformity, accuracy, regulatory sufficiency, and capacity to more efficiently identify drivers, vehicles, and carriers.

Summary

The purpose of the WRI FOT is to develop and test a system that can determine potential issues related to vehicle registration, hours of service, and licensing compliance or safety violations. The system will be designed to send a wireless inspection report to inspectors to enhance their ability to identify

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noncompliant CMVs. FMCSA will gather data during the FOT on certain violation areas from participating carriers’ vehicles during a one-year data collection effort (Arnold 2016).

TRUCK PARKING

Background

Truck parking shortages are a national safety concern. An inadequate supply of truck parking can result in tired truck drivers continuing to drive because they have difficulty finding a place to park for rest or choose to park at unsafe locations, such as on the shoulder of the road or exit ramps. Section 1401 of Public Law 112-141 (Moving Ahead for Progress in the 21st Century Act [MAP-21]), commonly referred to as Jason’s Law, established eligibility for facilities to provide truck parking to serve the National Highway System (NHS).

The FHWA Jason’s Law Truck Parking Survey Results and Comparative Analysis, completed in August 2015, along with numerous other studies, identified a severe truck parking shortage in some regions, a lack of adequate information for truck drivers about parking capacity at existing facilities, and the challenges associated with routing and delivery requirements and accommodation of rest periods.

States are being encouraged to include truck parking considerations in their State Freight Plans and solicit input from truck drivers and truck stop operators through their State Freight Advisory Committees. States have the flexibility to use a number of formula programs for truck parking. They can also apply for grant opportunities to fund significant truck parking projects. Grant opportunities are available to states through two ongoing programs: Fostering Advancements in Shipping and Transportation for the Long-Term Achievement of National Efficiencies (FASTLANE) grants, and Transportation Investment Generating Economic Recovery (TIGER) grants (MAASTO n.d.).

States are also pursuing agreements with others to form regional truck parking systems such as the Mid America Association of State Transportation Officials Regional Truck Parking Information Management Systems (TPIMS). Kansas, in partnership with Indiana, Iowa, Kentucky, Michigan, Minnesota, Ohio, and Wisconsin, is developing such a regional partnership through a $25 million federal TIGER grant and state funds. The regional TPIMS will be a network of parking areas with the ability to collect and broadcast real-time CMV parking information through a system of outlets such as dynamic message signs, smartphone applications, and websites. This system will be implemented in two phases: phase 1 is a design phase, and phase 2 results in operational implementation by September 2018 (FHWA 2015).

American Transportation Research Institute Truck Parking Case Study

Safe and legal truck parking continues to be a major issue for motor carriers and has now reached a critical point. State budgets have declined, leading to the elimination of hundreds of public parking spaces. Planning issues such as zoning and livable communities, along with truck operational changes, have impacted the quality and location of truck parking. The American Transportation Research Institute’s (ATRI’s) annual survey, Critical Issues in the Trucking Industry, shows truck parking steadily

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increasing in importance from the eighth most important issue in 2012 to the fourth currently. Truck drivers ranked parking third highest in 2016. MAP-21 called for a survey of truck parking, resulting in the Jason’s Law study (FHWA 2015).

Table 2 summarizes parking deficiencies among the four I-10 states, but the information provided very little information about individual corridors such as I-10. Even though this information is limited, it at least acknowledges specific areas or categories within each state that are deficient.

Analysis of statewide parking availability along the NHS using key indicators of truck vehicle miles traveled (VMT) and state gross domestic product (GDP) is more instructive than just the number of truck parking spaces alone. The VMT and GDP are indicators of truck activity in a particular state or area. Major corridors with significant truck traffic need more truck parking spaces than those with less traffic.

Table 2. Truck Parking Findings for I-10 States

Category

State

Arizo

na

Calif

orni

a

New

M

exic

o

Texa

s

States with shortages at designated pullouts or vistas Y N Y YStates with shortages at private truck stops N Y N YStates with shortages at public rest areas Y Y Y YTrucks parking along freeway shoulders Y Y Y NTrucks parked at freeway interchanges Y Y Y NStates observing trucks parked at weigh stations N Y N NTrucks parked in local commercial areas N Y N NTrucks parked on conventional highway roadsides Y Y Y YTrucks parked on local streets near freeways N Y N N

Texas and California reported high levels of parking but had shortages at private truck stops. Of the four I-10 states, California and Texas had the highest number of private spaces but still reported shortages. Both states have fewer spaces along the NHS relative to VMT, but Texas is in the top 25 percent of states with spaces relative to GDP. The states with the lowest number of spaces to NHS miles include Texas and adjacent states (including New Mexico for this study).

Figure 2 provides the amount of shortages of safe truck parking by region of the country based on truck driver input from the American Trucking Associations (ATA), the Owner Operator Independent Drivers Association (OOIDA), and ATA professionals. The southwest ranked among the lowest based on ATA professionals but was in the middle of the pack based on driver input (Boris and Brewster 2016). Figure 3 indicates that I-10 is ranked fifth among the top 15 worst interstate routes for parking noted by drivers and professionals. By order of magnitude based on driver and professional input, I-10 had 100 comments about parking deficiency compared to the worst offender, I-95, at about 175 comments (Boris and Brewster 2016).

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Reference: (Boris and Brewster 2016)

Figure 2. Percentage of Drivers Reporting Shortages of Safe Truck Parking by Region

Reference: (Boris and Brewster 2016)

Figure 3. Top 15 Cited Interstates with Shortages by OOIDA/ATA Truck Drivers and Professionals

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Recommendations from ATRI Truck Parking Case Study

The ATRI truck driver diary study made recommendations related to public-sector parking and parking at truck stops. This section contains pertinent findings.

Public Sector

State transportation agencies have a number of opportunities for improving truck parking availability. Some states are creating information systems to provide real-time parking availability information to drivers. The basic idea is to match existing supply with demand, but the supply is often inadequate. Low-cost solutions include increasing public rest area time limits and allowing weigh stations and public works facilities to be used for truck parking. Longer-term solutions involve developing new facilities, expanding existing facilities, and reopening rest areas that have been closed (Lopez-Jacobs et al. 2013).

Truck Stop Operators

ATRI’s findings indicate that private truck stops are drivers’ preferred choice for 10-hour required hours-of-service breaks. Two major chains, TA/Petro and Pilot/Flying J, currently offer parking reservations, which start at 4:00 p.m., a peak time. Even though reservations may help match supply with demand, they do not solve the problem of overall inadequate supply. The ATRI diary findings indicate that removal of non-CMVs (e.g., recreational vehicles, bobtail tractors, dropped trailers, and construction equipment) from legitimate CMV parking areas would make a significant difference in meeting the parking challenge. Also, some CMV operators are careless when they pull into a space and occupy more than one space, further exacerbating the problem of limited parking. Dedicated bobtail parking or allowing bobtails to park in the car lot could free up space for a full combination vehicle (Boris and Brewster 2016).

SmartPark

FMCSA initiated a project that is a component of the SRI called SmartPark. Its purpose was to demonstrate a technology to provide parking availability information to truck drivers in real time. Phase I of SmartPark was intended to demonstrate a technology capable of counting truck parking space occupancy and determine the availability of parking in a truck rest area. The three performance requirements were (Lopez-Jacobs et al. 2013):

The technology must achieve a parking count accuracy of at least 95 percent. Ingress and egress detectors must agree on vehicle classification at least 95 percent of the time. The technology must be available and functioning at least 95 percent of the time.

In 2000, the National Transportation Safety Board recommended that FMCSA create a guide to inform truck drivers about availability and locations of parking. Two years later, FHWA completed a congressionally mandated study on the adequacy of truck parking facilities. One of the study’s recommendations was to develop ITS deployments that would provide CMV drivers with real-time parking information—both locations and availability. In response, in 2005, FMCSA initiated SmartPark (Loftus 2013).

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FMCSA awarded two contracts between 2007 and 2009 to conduct field operational tests of two technologies to demonstrate the feasibility of determining parking space occupancy. The two projects investigated the use of video imaging and magnetometers, but they were both deemed unfeasible for this purpose. A third project was then commissioned in 2011 to test Doppler radar combined with laser scanning on I-75 near Athens, Tennessee. Data collection for the test system concluded in April 2013 with excellent results that exceeded the three criteria noted previously. Based on a sample size of 1,340 vehicles, results were as follows:

The parking count accuracy was 99.9 percent. Ingress and egress detectors agreed 99 percent of the time. Technology availability was over 99.5 percent.

Figure 4 shows the successful detection setup (O’Connell 2014).

Phase II began in June 2013 with the following seven tasks: Demonstrate how parking availability information can be disseminated Demonstrate how two adjacent parking areas can be networked to divert trucks from a filled

area to one that is unfilled Convert temporary equipment installed in Phase I to permanent for long-term use Add the capability for recording historical use for forecasting purposes Investigate parking bobtails and single-unit trucks one behind the other Investigate parking space reservations. Develop a business plan for sustained operation of truck parking technology.

Phase II was completed around November 2014.

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Reference: (O’Connell 2014)

Figure 4. Test Site Ingress—Technology Array

Truck Smart Parking Services

HNTB Corporation and Truck Smart Parking Services, Inc., (TSPS) recently developed a concept for the Michigan Department of Transportation (MDOT) called the Truck Parking and information Management System. This innovative smart truck parking system started with a 129-mile section of I-94 in southwest Michigan using federal funding through the MAP-21 legislation. MDOT hired HNTB in April 2012 to develop and install TPIMS along I-94.

Collecting accurate parking availability data required installation of detection cameras and other sensors at rest areas and private facilities. HNTB and TSPS developed business agreements with truck stops, allowing the firms to collect parking data and license the information to MDOT and other third-party information providers. Parking availability information is made available through TSPS’s cloud computing service and is distributed to users (truck drivers) through the TSPS website, smartphone applications, roadside signs, MDOT’s website, and third-party data services (TSPS n.d.).

In its current version, TSPS advertises four components of its program (Haghani et al. 2013): Parking availability Parking reservations

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Overhead Scanner

Light Curtain Scanner

Side Scanner

Doppler radar

High-security parking reservations Lot management

Parking Availability

Drivers can determine where to find truck parking before beginning their trip or while stopped along the way. The program constantly monitors participating truck stops and parking lots to automatically update TSPS with information such as how many truck parking spots are available. This information is available via smart device. With knowledge of parking availability, drivers can be more efficient with other tasks.

Parking Reservations

Drivers can reserve parking before they arrive at the desired location by determining the desired parking location and letting TSPS reserve the spot. Based on anticipated travel times and hours-of-service limits, drivers know the approximate locations of needed parking.

High-Security Parking Reservations

Especially with high-dollar loads, drivers need enhanced levels of security that might not be available at most potential parking locations. TSPS provides information about high-security features such as camera surveillance, perimeter gates, and guarded entry/exit points.

Lot Management

As part of TSPS, Sentinel Services provides additional safety through the following additional measures (TSPS n.d.):

Electrified fences Gated access 24-hour-a-day seven-day-a-week monitoring Physical trailer barriers

University of Maryland researchers investigated the use of wireless magnetometers for monitoring car parking spaces and truck parking spaces. A pilot deployment on an SHA truck parking facility on northbound I-95 in January 2013 resulted in a customized algorithm for truck parking information. In this test, researchers placed two sensors in each parking space, essentially at about the one-third points within the space. They collected data between January 6, 2013, and January 14, 2013, on 1,239 detection events. An event refers to an arrival or departure in a parking space.

Results using a video camera for ground truth and recording an image at one-minute intervals defined the error rate as the percentage of time in which the system experienced an error (either a false positive or a miss). Figure 5 compares error rates for each of five parking spaces where researchers varied the sensor design and the communication mechanism on each of the five parking spaces. The average error rate for all five spaces was 3.75 percent. One of the main sources of errors was signal blockage between the sensor and receiver, but repeaters could reduce this error type. Error rates fluctuated over time but remained below 5 percent (Haghani et al. 2013).

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Reference: (Haghani et al. 2013)

Figure 5. Error Rates for Each of Five Monitored Truck Parking Space

To disseminate parking information to prospective users, the research team developed a Transmission Control Protocol/Internet Protocol (TCP/IP)–enabled user interface, which relied on activities stored in a database for each truck parking space. Besides providing real-time parking availability to truck drivers, the system could analyze historical data for each parking space and for the parking lot as a whole to reveal the dynamics of events and assist managers to make informed decisions regarding the operations of the facility. The research concluded that if all parking facilities in an area were equipped with similar systems, the use of all facilities could be optimized (NATSO n.d.).

National Association of Truck Stop Operators

The National Association of Truck Stop Operators (NATSO) offers a truck parking app called Park My Truck, which is designed to be used by truck drivers to find a place to safely stop and rest. The Truck Parking Leadership Initiative, comprised of the NATSO Foundation, NATSO, Inc., and ATRI, developed the app based on feedback from truck drivers and motor carrier professionals. Park My Truck allows any parking provider, whether public or private, to report its parking availability at no charge. Internet access is reportedly the only requirement for using the app. It can be downloaded from the iTunes store or from the Google Play store. For the app to work as intended, it requires parking providers to take an active role in reporting the number of available spaces in their lots. This source indicates a commitment by truck stop operators nationwide to engage with stakeholders in a series of working groups to determine how to improve parking availability for trucks (Mulero 2016).

SRI GAP ANALYSIS

USDOT recently undertook a gap analysis to determine if any gaps exist in the ongoing SRI program and to identify how to advance the program. This gap analysis was intended to:

Document the available and emerging roadside technologies that apply to commercial vehicles Analyze and document the functionality of the SRI as currently being developed

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Identify gaps that might hinder the SRI’s intended functionality

This project resulted in a document that maps the current CV development effort to the SRI efforts. The intent was to determine how much of the current CV system design could be used to support SRI applications (e-screening, VWSs, and commercial vehicle parking) (Sumner et al. 2015).

Technical Approach

The primary reference documents for this gap analysis were: Connected Vehicle Reference Implementation Architecture (CVRIA)—The architecture provides

a framework describing the various organizations and the systems they will use to deploy the CV environment.

Connected Vehicle Standards—Several CV standards are emerging that are associated with dedicated short range communications (DSRC) along with related technologies forming the common foundations that will allow the SRI elements to communicate with other vehicles and the roadside.

SRI ConOps, System Requirements, and System Design—This component covers the USDOT-sponsored test program being implemented and includes the SRI ConOps documentation.

The American Association of State Highway and Transportation Officials Connected Vehicle Footprint Analysis—This component provides an example operational scenario of how SRI operations could take place in a future V2I DSRC-based commercial vehicle roadside screening environment.

National Highway Traffic Safety Administration Interoperability Issues for Commercial Vehicle Safety Applications—This component provides some useful information on interoperability issues that can determine how systems can exchange information in a CV SRI architecture.

Gap Analysis Findings

Findings of the gap analysis study indicate that SRI functionality (e.g., VWSs and commercial vehicle parking) can function within the CV environment. Some of its conclusions are as follows (Capecci 2015):

Existing CVRIA and SRI documentation has limitations in terms of defining the CV SRI architecture. However, this study developed a specific CVRIA SRI architecture diagram.

It should be feasible to conduct an SRI roadside screening in a CV/DSRC standards environment within a 10-second window, provided essential and timely connectivity to credentialing systems exists. The authors of the report seem to believe this to be the most important technology-specific benefit provided by the CV environment to the SRI.

Based on the standards and the CVRIA documentation, the CV design can meet the needs of the existing SRI system functionality. However, some data elements on the commercial vehicle data bus are not yet available (as in the automobile fleet), so new functionality would have to be added for full effectiveness.

Specific information does not currently exist on the data types within the CVRIA architecture, so future users must map the data flows of CVRIA to the standards.

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A second gap analysis study investigated the target functionality for the SRI and the technical, operational, and institutional gaps that could impede the deployment of three key operational scenarios (e-screening, VWSs, and truck parking). The analysis covers the following five core functional elements (Flanagan 2013):

Accurately identify CMVs, motor carriers, and/or commercial vehicle operators while the vehicle is in motion

Select, check, and verify within the mainline screening category to determine which vehicles should be directed to pull into an enforcement site based on data collected either at the roadside or stored in cloud data, or both, such as weight, brake performance, and credential status; this category also applies to real-time availability of truck parking

Control the movement of CMVs within a facility Use electronic collection and payment of fees at a site Monitor site operational data to modify site or enforcement operations

Based on this framework, the study found that the target functionality for each of the three operational scenarios (e-screening, VWSs, and CMV parking) could be supported by existing or soon-to-be-deployed technologies. However, the study findings also indicated that a number of operational, institutional, and technical gaps could limit the SRI functionality in delivering its intended benefits. In the long term, USDOT should demonstrate that all aspects of the three components of SRI functionality could be supported by a single technology or group of technologies. In the short term, the SRI prototype could be used to demonstrate how an onboard communication platform could facilitate the three SRI scenarios and work within the existing infrastructure and data sources as opposed to building new systems.

Macro-benefits Analysis of SRI

FHWA developed a macro-benefits analysis of the SRI. It is expected to do the following (Bohmholdt and Weiss 2015):

Perform a comprehensive analysis of potential benefits and costs of Smart Roadside and SRI-related technologies

Support and encourage adoption of technology by state departments of transportation by CMV enforcement agencies and the CMV community at large

Encourage the use of existing data and methodologies to estimate SRI macro-benefits and costs under different levels of deployment

The SRI program developed a benefit-cost analysis tool to be used by states to evaluate various new transportation technologies. The tool provides general guidance on the cost-effectiveness of implementing a freight-related transportation technology following prototype testing. The tool uses Microsoft Excel® as the base platform to enter information related to the categories being evaluated. It is designed to streamline data entry and uses national data as default values to generate results.

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MULTIMODAL FREIGHT CONSIDERATIONS

INTRODUCTION

The information provided in this chapter is sourced from both public and private programs intended to make multimodal freight operations more efficient. The first section outlines the plans by USDOT’s Maritime Administration (MARAD) to incorporate ITS in its future operations. The second section provides appropriate information based on investigating innovative and automated freight systems.

ITS MARAD PROGRAM

The ITS MARAD program has three phases (Leonard 2016): Phase 1: Pre-deployment Preparation and Analysis:

o Establish understanding of current and potential ITS solutions related to MARAD and prepare a business case

o Identify a candidate set of promising applications for deployment in Phase 2 Phase 2: Development and Demonstration Planning:

o Begin development work on the high-priority ITS solutions identified in Phase 1 o Develop preliminary procurement documents as neededo Conduct outreach with stakeholders such as Maritime Administration Gateway

directors o Address policy and institutional issues

Phase 3: Demonstrations and Assessment:o Demonstrate ITS solutions for maritime usageo Conduct technology transfer to enable deployment across maritime facilities such as

ports and harbors

RELEVANT MULTIMODAL RESEARCH

This section describes an ongoing literature search related to the use of technology in intermodal and multimodal freight. Even though all cited sources involve the use of technology for moving freight, some do not apply as much to corridors or regions as others.

Truck Priority Logic

FHWA sponsored research to evaluate a concept developed by TTI researchers called the Detection-Control System (D-CS) (Middleton et al. 2015). The goal of D-CS is to reduce the number and severity of crashes at signalized intersections, especially those involving CMVs. D-CS was originally conceived to address a mandate to reduce speed limits to improve air quality but that, once installed, would be immune to changes in speeds. With the existing fixed detection method, TxDOT would have been required to relocate existing point detectors. D-CS solved the problem by placing a pair of detectors at 1,000 ft from the intersection to predict the arrival of each truck and non-truck and allowing the signal controller to make better control decisions based on vehicle length and speed. Since trucks exhibit different stopping characteristics compared to non-trucks, D-CS could accommodate both safely by integrating a classification algorithm based on vehicle length. Research findings indicate that the after study periods experienced 82 percent fewer red-light violations, 73 percent fewer vehicles in the decision zone, and 51 percent fewer max-outs than the before study periods. The emphasis of D-CS on

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trucks is a salient feature that makes it unique in comparison to other methods of decision zone protection (Middleton et al. 2015).

Signal Timing Manual

In addition to covering basic and advanced signal timing concepts, the second edition of the Signal Timing Manual addresses establishment of a signal timing program including setting multimodal operational performance measures and outcomes, determining staffing needs, and monitoring and maintaining the system. Some of the advanced concepts addressed include the systems engineering process, adaptive signal control, preferential treatment (e.g., rail, transit, and emergency vehicles), and timing strategies for oversaturated conditions, special events, and inclement weather. The manual is geared toward traffic engineers and signal technicians at agencies operating traffic signals (Urbanik et al. 2013).

Over-height Vehicle Detection Systems

Collisions of over-height trucks with bridges and overhead structures can cause significant damage to those structures and significant impacts to facility operations. A single impact can cost the Texas Department of Transportation (TxDOT) more than $200,000 for repairs. Testing of over-height vehicle detection systems in Houston, and soon in Austin, has been used to alert truck operators of low-clearance conditions ahead and can indicate alternative actions to take. Typically, infrared technology is used to sense when a vehicle is over a height threshold and deliver a message via flashing sign or dynamic message sign (DMS) to the offending vehicle. Newer technologies can not only sense the height of a vehicle but its profile (taking measurements of height), identify which lane the truck is in, and, in association with video technologies, provide positive identification of the offending vehicle. This information can then be used to inform law enforcement and the vehicle owner in real time of a possible violation and/or enforcement action, assess the owner/driver/carrier’s adherence (or lack thereof) to TxDOT and/or local permit status, and potentially assign penalties for nonadherence to permitted routes (Curtis Morgan, TTI engineer, unpublished data, March 1, 2017).

Onboard Safety Inspection

Onboard safety inspection (through onboard diagnostics [OBD] or similar technology) and transmittal to roadside devices with confirmation back to the driver/owner can report data elements from the onboard diagnostics parameter IDs (OBD-II PIDs) that are emissions and/or safety related to alert regulatory, enforcement, or vehicle owner entities remotely of issues. Data elements of interest could include (“On-Board Safety and Security Monitoring” n.d.):

Distance traveled with the malfunction indicator lamp on Time run with the malfunction indicator lamp on Fuel type Fuel status Oxygen sensor faults Vehicle identification number

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Safety-related messages of potential interest, some of which are manufacturer specific, include the following:

Power steering pressure malfunction Traction control data indicators Anti-lock braking systems/brake system indicators Air suspension status indicators Windshield wiper data indicators Turn signal indicator data

To test the concept would require a wireless dongle plugged into the OBD-II port (or taped directly to the applicable cabling) with cellular-based real-time communications to the vehicle. In addition, potential OBD-II/CAN (Controller Area Network) bus security issues would have to be researched and mitigated as part of the test—specifically dealing with mitigation of possible hacking of the communications pathway into the vehicle. The security portion of the study could be applicable to any future technology (e.g., CV/AV) that passes vehicle information and potentially could be used by bad actors to access the vehicle controls.

HAZMAT Route Pre-clearance and En-Route Monitoring

Hazardous materials (HAZMAT) cargo that becomes involved in an incident can cause significant damage to any state department of transportation infrastructure and potentially threaten the life and health of the public. Designated HAZMAT routes are important to limit the possible scope and locations of HAZMAT incidents, and departures from these routes can have significant (and unintended) consequences. HAZMAT route pre-clearance and en-route monitoring would provide assurance to the owner/operator and to public operating and enforcement agencies that routes were being followed. This information can then be used to (“Hazardous Material Security and Incident Response” n.d.):

Inform law enforcement and the vehicle owner in real time of a possible violation and/or enforcement action

Assess the owner/driver/carrier’s adherence (or lack thereof) to official guidance and/or local permit status

Potentially assign penalties for nonadherence to permitted routes

Railroad Grade Crossing Monitoring

Monitoring railroad grade crossings by direct connection to the signal controller proper and providing messages (roadside or DMS) for alternate routes would be helpful to improve the safety and operational efficiency of motor carriers. Trucks stopped at railroad crossings often experience significant delay. This delay depends on the type of grade crossings, frequency of trains, length and speed of trains, and location of sidings in the vicinity of grade crossings. Prior knowledge of either the presence of a train or the impending arrival of a train at a grade crossing can provide an opportunity to the CMV operator to take an alternative route, potentially saving valuable time. Modern signal controllers can accommodate numerous modules that can facilitate rail monitoring systems and perform such functions. Such applications can then provide this information on DMSs or means such as highway advisory radios.

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Implementation of such systems can not only reduce delay but also reduce fuel consumption and emissions, which directly impact the costs to CMV owners (Ruback et al. 2007).

Trucking Industry Efficiency

Research to maximize the efficiency of the trucking industry developed methodologies for estimating the maximum efficiency that the trucking industry could achieve, given a set of time-varying commodity flow matrices. Empty trips are sometimes the result of competition between different segments of the industry. The probability of any of these segments transporting a shipment is a function of the percentage of empty trips and the probabilities of pick-ups and deliveries. This research demonstrated that the dynamic relations of supply and demand could be made operational in a simulation system. The resulting quantitative estimates provide an upper bound on the benefits attributable to market efficiency enhancers such as Internet-based freight clearinghouses (Curtis Morgan, TTI engineer, unpublished data, March 1, 2017).

Virtual Container Yard

A research project, Investigating the Feasibility of Establishing a Virtual Container Yard to Optimize Empty Container Movement in the NY-NJ Region, defined user requirements and potential business and institutional impediments to successful and efficient multimodal freight movement. This involved critical review of literature dealing with local, U.S., and international experience in applying web-based shared information systems to support user requirements, production, and solutions and to address potential impediments. Special attention was given to systems security architecture to make the application robust and attractive to potential partners. Proprietary products either dealing directly with street-turn matching or with a wide range of matching applications were critically evaluated in view of the developed user requirements. Findings present an analytical formulation and simulation model developed to evaluate the potential benefits of a virtual container yard under different market conditions. Results also present financial and economic evaluation, potential funding alternatives, and investment recovery strategies to ensure successful development and long-term viability of system operations (Theofanis and Boile 2007).

Freight Applications

TransFix

TransFix allows owner-operators to receive offers for loads pushed out to them when TransFix’s internal ranking system determines that they are in the best position to cover an available load from one of the brokerage’s shippers. With each load, the system ranks all the drivers based on necessary deadhead, wait time, and other factors to determine the best match. The system then sends a push notification or text message with an offer directly to the owner-operator or dispatcher, who can either accept it or reject it. The driver can investigate the load’s details, and once the driver is ready to take the load, the driver gets a rate confirmation on his or her phone. The driver signs if he or she wants the load, and the shipper gets an email confirmation. The system is tied into Google Map functionality that monitors the

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operator’s GPS position to alert the shipper of arrival times (Curtis Morgan, TTI engineer, unpublished data, March 1, 2017).

Convoy

Convoy is an online platform connecting shippers to carriers. Carriers are pre-screened and monitored according to key metrics for performance. The process requires carriers to be insured and compliant. Convoy also provides contingent insurance on shipments. Shippers can get online quotes and prioritize carriers. Shippers get pick-up/drop-off alerts and can track shipment using a mobile app. Carriers can use a web platform or a free mobile app to find loads. Carriers must be vetted prior to joining. Once price is agreed upon, shipment can be booked. Payment can be made online to ensure carriers get paid quickly (Curtis Morgan, TTI engineer, unpublished data, March 1, 2017).

Amazon App

Amazon is building an app that matches truck drivers with shippers, a new service that would deepen its presence in the $800 billion trucking industry, according to Business Insider. The app, scheduled to launch during summer 2017, is designed to make it easier for truck drivers to find shippers that need goods moved, much in the way Uber connects drivers with riders. It would also eliminate the need for a third-party broker, who typically charges a commission of about 15 percent for doing the middleman work. The app will offer real-time pricing and driving directions, as well as personalized features such as truck-stop recommendations and a suggested tour of loads to pick up and drop off. It could also have tracking and payment options to speed up the entire shipping process (Curtis Morgan, TTI engineer, unpublished data, March 1, 2017).

Tugforce

Tugforce represents an opportunity for carriers to bypass multitier middlemen in freight transactions. It involves fully transparent payments and very minimum service fee, including a quick payment option. It appears to level the competitive playing field so that single owners or small fleets can compete with big trucking fleets. It lessens time on the road since truckers can choose their own schedule and geo-location preferences. It offers real-time tracking of shippers and loads. Fleet owners or fleet dispatchers have full control of their fleet carriers for shipment assignment and monitoring carriers in real time. Payments come directly to the fleet owner and not to the fleet carriers. There is a real-time notification option when arriving late for any reason to avoid miscommunications with shippers. This real-time communication with shippers and receivers/consignees occurs through a very user-friendly mobile app. The process optimizes the loads and routes using data science technology (which is in the development stage but coming soon). It also offers discounted insurances, fuel, tires, parts/accessories, hotels/accommodations, food, equipment finance, and free financial/health advice (Curtis Morgan, TTI engineer, unpublished data, March 1, 2017).

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CargoHound

CargoHound claims to be the first true online marketplace for international freight. This tool connects exporters and importers with reliable freight forwarders and carriers, reducing the time, cost, and risk of shipping products internationally. CargoHound allows buyers (importers and exporters) to compare quotes from multiple peer-rated service providers and to quickly identify the freight service that best suits their requirements and budget. Sellers (freight forwarders and carriers) can reduce the time and cost of developing new business. There are no membership fees for shippers and carriers. A smartphone app is available (Curtis Morgan, TTI engineer, unpublished data, March 1, 2017).

Cargomatic

For shippers, Cargomatic offers instant access to less than truckload, full truckload, and drayage service within 150 miles of Los Angeles and New York City. Via the mobile app or PC app, shippers can track loads and get pick-up/drop-off updates. For carriers, Cargomatic provides a platform to view a job in real time, essentially helping to reduce deadhead trips. The app also automates payments, provides tracking, sends updates about the prospective load (based on location or other specified attributes), and allows users to upload signatures and bills of lading (via phone). The app is free for carriers. Cargomatic focuses on full truckload, less than truckload, and drayage (Curtis Morgan, TTI engineer, unpublished data, March 1, 2017).

Excel Freight Connect

Excel Freight Connect appears to be a traditional freight broker, with some perks. Shippers are able to: Receive regular updates on shipping status Track and trace any or all shipments Obtain shipping paperwork Generate and manage new shipping orders Run reports and pull year-to-date data Pull on-time data for Excel Freight Connect shipments View order history View quote history

Carriers are able to (Curtis Morgan, TTI engineer, unpublished data, March 1, 2017): Post equipment Receive and accept tenders Upload paperwork/scanned documents for faster payment Instantly access accounting information and invoice status Check calls/cell phone Run reports (by defined time) Pull on-time data for Excel Freight Connect shipments

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Fr8Connect

Fr8Connect is an online database of vetted shippers and carriers that pay for access to this service. The goal appears to be to cut out the middleman (brokers). It offers different plans at different prices, so the more the user pays, the more the user gets based on the following choices (Curtis Morgan, TTI engineer, unpublished data, March 1, 2017):

Fully responsive for mobile use Direct shipper load search Direct shipper access to FR8Match program Shipper document verification view Shipper account management log Load matching alerts Favorite shipper alerts Shipper relations training Early-bird free upgrade special Shipper credit rating

Direct Freight

Direct Freight offers the following for a monthly fee (Curtis Morgan, TTI engineer, unpublished data, March 1, 2017):

Searching for load and truck Load and truck posting Credit scores Full credit reports Days to pay Broker authority, bond, and insurance information Deadhead miles and trip miles Turn-by-turn truck-specific routing Email and text alerts Weather information

FreightFriend

FreightFriend is a relationship-based posting service that combines the technology and efficiency of public load boards with the privacy of phone or email. Brokers and carriers have real-time 360-degree visibility to book trucks and find freight with the companies they trust. A full-featured load and truck posting service that can be integrated with a user’s existing systems, FreightFriend automates communication between transportation partners. Carriers post their trucks on FreightFriend because they control who gets to see the information. Brokers communicate their available loads to partner carriers while protecting the information from competitors and dishonest operators. FreightFriend creates a private network between transportation partners and uses technology to automatically identify appropriate matches. With access to capacity and loads not available on public load boards,

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carriers and brokers move more freight with less resources and maximize profit (Curtis Morgan, TTI engineer, unpublished data, March 1, 2017).

Freightopolis

Freightopolis is a cloud-based shipping platform that connects road-based carriers to customers directly. The service is a full-time and real-time platform that consolidates online freight information entered by large and small truckload and less than truckload freight carriers across Canadian and U.S. transportation markets. Carriers and customers are matched based on a proprietary price, availability, and transit time system. Freightopolis has set out to change the face of the transportation industry by replacing the costly and time-consuming middleman, the freight broker, by a user-friendly online platform (Curtis Morgan, TTI engineer, unpublished data, March 1, 2017).

uShip

uShip specializes in the movement of oversized goods. It is an open marketplace that connects vetted carriers with shippers that have goods that need to be moved. Shippers are encouraged to provide details about goods (including photos). uShip offers a mobile app and a cost estimator that helps users that are new to the shipping environment, along with tracking and text alerts. Each shipper/carrier has a user profile that lists how it is rated by previous customers. uShip also has an online payment system that uses payment codes that can be given to the carrier only after the delivery notification has been received. uShip offers cargo insurance and financial payment in case of damage. Carriers are able to create custom profiles and set up shipment searches and alerts (including nearby shipment alerts to prevent empty backhauls). Carriers are also able to set up bid alerts and engage in auto-underbidding and group bidding. The app allows carriers to be Terrapass certified (certification for being environmentally friendly). Carriers can also achieve Power Carrier Status, which has many perks (Curtis Morgan, TTI engineer, unpublished data, March 1, 2017).

123loadboard

123loadboard is an online load board with a mobile platform. The tool also provides solutions for planning trips with multiple loads, route planning, rate checking, credit scores/reports, alert notifications, and quick pay. Its freight search engine will help the carrier determine the most profitable hauls given criteria such as origin and destination (Curtis Morgan, TTI engineer, unpublished data, March 1, 2017).

Logistitrade

Logistitrade is an online platform that allows shippers to essentially let a request for quotes for services that allows carriers to respond. Both sides pay a subscription fee for being able to use the site. It is international in scope. All communication is digital and anonymous until the deal is made (Curtis Morgan, TTI engineer, unpublished data, March 1, 2017).

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Posteverywhere

Posteverywhere is an application that allows interested parties to specify a load as a shipper that then gets uploaded to multiple other load boards (they advertise more than 50) (Curtis Morgan, TTI engineer, unpublished data, March 1, 2017).

Shippernet

Shippernet is a site that maintains a traditional load board, as well as a freight directory and an equipment board. It allows users to view and reserve shipping equipment (Curtis Morgan, TTI engineer, unpublished data, March 1, 2017).

Trucksonthemap

Trucksonthemap is a web application that allows freight brokers to geographically search for all available empty trucks in a specific area that meet a user’s needs. The app allows booking and tracking as well (Curtis Morgan, TTI engineer, unpublished data, March 1, 2017).

VeriTread

The VeriTread website allows shippers to specify that they need to move a load either via private solicitation or reverse auction. The app allows users to compare bids based on a number of different factors. Users can also review past customer feedback. Once a bid is awarded, the platform puts the two parties in contact. The app also provides tracking and payment details. A mobile version of the app is also available (Curtis Morgan, TTI engineer, unpublished data, March 1, 2017).

Trucker Path

The Trucker Path app provides a one-stop shop for carriers, including locations of truck stops, parking, weigh stations, fuel prices, truck washes, Walmarts, rest areas, hotels, restaurants, and garages, along with a load board (Curtis Morgan, TTI engineer, unpublished data, March 1, 2017).

Loadsmart

Loadsmart serves truckload shipments of clients such as Albertsons grocery company and Annheuser-Busch. It allows owner-operators to specify preferences and then accept loads offered to them via a web portal and smartphone app (Curtis Morgan, TTI engineer, unpublished data, March 1, 2017).

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LESSONS LEARNED FROM OTHER INITIATIVES

INTRODUCTION

The goal of establishing a connected freight corridor such as I-10 must consider the significant advances in moving freight that have already been accomplished or are being planned as part of the FRATIS program.

FREIGHT ADVANCED TRAVELER INFORMATION SYSTEM

FRATIS has its origins in the Cross-Town Improvement Project (C-TIP) in Kansas City, Missouri, and Chicago, Illinois. C-TIP originated with the Intermodal Freight Technology Working Group, which focused on improving productivity and public benefits through technology. In tracking the processing that was occurring at that time for a container from a waterborne vessel to drayage, to rail, back to drayage, and then into and out of a distribution center, the group found that 40 percent of the transportation time was waiting for information exchange between supply chain partners. The cross-town component of the shipment was part of this process and the focus of early efforts to reduce the 40 percent value.

In cross-town cities like Chicago, Kansas City, St. Louis (Missouri), and Memphis (Tennessee), a container has to be taken off a railcar and moved over the highway to be reloaded onto another railcar. These movements involved no backhaul and were acknowledged as inefficient, leading to better coordination between terminals and reducing some of the bobtail trips and the associated inefficiency, excess fuel usage, and pollution. C-TIP’s goal was to develop and deploy an information-sharing capability to coordinate movements and minimize unproductive movements.

Part of the system that evolved from this C-TIP process is a real-time traffic monitoring component. It reports on any incidents along the designated route that may cause a problem with the travel time, and determines if a reroute is warranted. The component also includes providing information to drivers as they are en-route or upon arrival at a destination port pertaining to a return load from this destination to avoid a bobtail trip. The core of the overall system is the Intermodal Exchange, where all of the data from components pass through. Other components are the chassis Utilization Tracking and the Wireless Drayage Updating modules (Symoun et al. 2010).

FRATIS is part of the Dynamic Mobility Program, which has two components: The real-time data capture and management component, which focuses on data collection to

support the application The applications and how they can be used to expand the technology to provide the desired

user benefits

Using C-TIP as a foundation, the government began to look ahead to expand and enhance the functionality that had been developed and designed FRATIS to serve the various functions that were identified. The outcome was a process that was more scalable and transferable, and it had to expand from a rail-to-rail program and cross-town movements to include a much wider array of applications. These included at least port-to-rail, port-to-truck, airport-to-truck, and over-the-road freight movements.

The four major components of FRATIS are (Symoun et al. 2012):

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Intermodal exchange, identifying freight to be moved Real-time traveler information, which basically deals with traffic conditions and weather

conditions, with the objective of getting more real-time information to CMV operators Dynamic route guidance, including road construction, traffic congestion information, predicted

travel times, and freight-specific information to build on what was learned in C-TIP Drayage optimization, which ensures that loaded moves are coordinated between freight

facilities, with the goal of maximizing loaded trips and minimizing bobtail trips (this component will improve on the information that was available in the Kansas City element of C-TIP)

FREIGHT CV PILOT

As an example of a CV pilot, the I-876 Productivity Corridor is a 112-mile multi-state facility connecting ports and intermodal facilities in the northeastern United States. The following salient points relate to the freight productivity and truck safety components of this pilot (Butler n.d.):

Freight productivity/reliability:o Congested freeways interfere with timely and reliable freight movement.o The corridor has underused freight facilities and mobile assets.o Frequent bobtail trips indicate non-optimal operations.o Intermodal, port, and airport access is subject to surges and long waits.

Truck safety:o Vehicular conflicts in hilly merge sections near interchanges involve CMVs.o Trucks are over-involved in crashes caused by lane changing and blind spots.

Based on the observed conditions, stakeholders set the following key improvement targets: Reduce freight vehicle travel time by 17 percent Reduce the number of wasted trips by 15 percent Reduce truck-related vehicular conflicts by 30 percent

Figure 6 indicates the list of CV applications available to stakeholders and the three selected for this pilot with the goal of improving productivity/reliability, namely signal priority (transit and freight), freight-specific dynamic travel planning and performance, and drayage optimization (Butler n.d.).

Likewise, Figure 7 indicates the same list of CV applications and the ones selected with the goal of improving safety. Specifically, they are curve speed warning, blind spot/lane change warning, do-not-pass warning, and smart truck parking.

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Reference: (Butler n.d.)

Figure 6. Applications Considered for Improving Freight Reliability

The end result of implementing these applications was the following actions and improvements: Traffic signals are timed to facilitate gate demand at intermodal facilities. Roadside infrastructure is available for dual use for electronic inspections and safety

applications. In-vehicle CMV technologies now support V2V and V2I applications. Intermodal facility wait times are measured and shared. Drayage movements are dynamically optimized.

FREIGHT BOTTLENECKS

Introduction

Measuring the need for improvements or quantifying the effects of improvements requires freight performance measures (FPMs). Since 2002, ATRI has worked in collaboration with FHWA to implement the Freight Performance Measures and National Corridors Analysis and Speed Tool (N-CAST). The program monitors performance measures related to the highway freight system, using GPS to monitor truck travel data, patterns, and performance. One component of the FPM initiative displays truck average operating speed on interstate highways and other roadways within the NHS. Data contained within the N-CAST covers a significant portion of the NHS, including all of the interstate mileage. This tool can be particularly useful in determining when and where trucks are moving at less-than-desired

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speeds to evaluate mobility impediments along various roadways (ATRI 2012). It could be a valuable tool for investigating the I-10 corridor through the four I-10 states.

Reference: (Butler n.d.)

Figure 7. Applications Considered for Improving CMV Safety

I-10 Bottlenecks

In 2008, ATRI conducted an analysis of 30 U.S. freight bottlenecks using the FPM analysis techniques and tools. Bottleneck locations initially listed on I-10 in the four states are (Short et al. 2009):

I-10 at I-17 (the stack) in Phoenix, Arizona, ranked 2nd (second highest in severity of 30) I-10 in Phoenix (the mini-stack), ranked 23rd I-10 at I-110/US-54 in El Paso, Texas, ranked 20th I-10 at I-410 in San Antonio, Texas, ranked 27th

Upon further evaluation, ATRI found that some rank values changed, and one more I-10 interchange joined the list:

I-10 at I-15 in San Bernardino, California, ranked 8th I-10 at I-17 (the stack) in Phoenix, ranked 12th I-10 at I-110/US-54 in El Paso, ranked 20th I-10 at I-410 in San Antonio, ranked 22nd I-10 at SR-51/SR-202 (the mini-stack) in Phoenix, ranked 25th

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CONNECTED VEHICLE HARMONIZATION

Introduction

Harmonization can be applied at various levels depending on the topical area. For CVs, given that it is a global issue, harmonization is a much broader topic than the I-10 corridor.

Michigan Department of Transportation

MDOT investigated the potential for global harmonization of CV communication standards in a January 2016 research report. MDOT outlined a process for working with private-sector partners and the federal government to develop standards for cooperative intelligent transportation systems (C-ITS). The report highlighted the need to develop C-ITS standards through independent standards-development organizations. Part of the research consisted of surveying 19 targeted individuals to assess the current status of C-ITS technologies and to gather feedback about the implications of standardization. Those individuals represented experts from universities, technology firms, and consultants. Generally, most of the respondents agreed that centralized government involvement was essential to harmonizing CV standards. In contrast, the respondents tended to feel that regional and state involvement was not essential. The survey also found that deployment of public-private partnerships was very important to the advancement of CV technology (Hong et al. 2016).

Other Harmonization Considerations

Technology Penetration

The penetration of technology is a function of many factors, some of which can be controlled, but many factors are driven by the market or extraneous factors. In the I-10 initiative, there are obvious differences in technology penetration across the four states, but the commonalities provide a good starting point. For example, weigh station e-clearance is available in all four states through PrePass or DriveWyze, but not both.

A topic where differences exist is truck platooning. California and Texas appear to be a little ahead of the other two states in that both have already conducted research on this topic and will likely lead most other states in its adoption.

The California PATH (Partners for Advanced Transit and Highways) Program, as part of the University of California, Berkeley, described basic operational characteristics about a cooperative adaptive cruise control (CACC) system as part a 2015 research study. The study outlined identifying market needs, testing commercial trucks, and evaluating potential benefits for the I-710 corridor in California. The study cited that commercial truck platooning could reduce fuel costs by 20 to 25 percent. However, platooning often requires trucks to move at very close distances to one another, with a gap as little as 10 to 20 feet. Having short gaps would likely require that platooning trucks operate within dedicated lanes. Safety would be the main reason for pursuing dedicated lanes because close distances would leave very little chance for other vehicles to change lanes in the vicinity of the platoon. Additionally, platoons

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encounter difficulty in safely responding to emergency conditions and reacting to the behavior of other, non-connected vehicles (Nowakowski et al. 2015).

The California study specifically defined four different types of operational concepts. An operational concept is defined as a state or a phase of how a truck operates within a platoon. The four types of operational concepts are (Nowakowski et al. 2015):

String formation: A string formation starts the CACC operation with the driver activating the CACC system and setting his or her desired gap and speed setting. Then, the joining driver is shown a list and map of potentially connecting trucks and selects the vehicle to join or create a platoon.

Steady-state cruising: Steady-state cruising is the mode in which platooning drivers spend most of their time. Drivers in steady-state cruising actively monitor roadway conditions and are only interrupted if another truck enters or leaves a platoon or a non-platooning vehicle manages to interrupt and enter in the middle of the platoon.

String split maneuvers: A split-string maneuver is activated when a truck indicates that it will leave the platoon. The respondent actions of the trucks depend on the location of the leaving truck within the platoon. If the leaving truck is in the middle, then the front and rear trucks form two separate strings and reattach when the leaving truck departs the active lane.

Fault or abnormal conditions: A series of fault condition scenarios entails a separate operational concept to cover all potential occurrences of errors and abnormal situations. This scenario comprises the incorporation of a kill switch that disengages the CACC system and stops the trucks from responding to CACC signals or commands. Specific situations that might trigger a kill switch include stopped vehicles, roadway debris, data mismatches, and faulty sensors.

TTI investigated practices related to commercial truck platooning for a research project sponsored by TxDOT. The first phase of the project was completed in August 2016. Researchers on the project considered regulatory or legislative roadblocks that could hinder or advance the introduction of platooning into fleet operations. The research team tested and demonstrated the technology as a proof of concept, with a demonstration workshop showing a two-vehicle truck platoon. Specifically, the type of technology tested was defined as Level 2 truck platooning, which offers some attributes of automation. Level 2 is an extension of CACC that uses automated lateral and longitudinal vehicle control while maintaining a tight formation of vehicles with short following distances. The lead truck is manually driven by a driver, and drivers of the following trucks have the capability of disengaging from driving tasks. A cited benefit of commercial truck platooning is saving fuel and reducing emissions from vehicles within the platoon (Kuhn et al. 2016).

As part of the research project, TTI investigated the practicality of commercial truck platooning by developing a series of microsimulation models and test-driving a two-truck platoon along a closed track. The primary purpose of the test was measuring the potential for fuel savings while engaged in platooning mode. Microsimulation modeling found that platooning could reduce fuel consumption up to 12 percent on average. For individual trucks, the fuel savings could reach a high of 20 percent for the lead truck and 40 percent for the follower truck. Test driving found that platooning vehicles were able to keep a relatively consistent gap distance. The vehicles were also able to navigate tight turns with little to

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no oscillation observed for steering and direction of travel. The study indicated that more research was needed to investigate variances given differences in vehicle power, braking performance, and loading (Kuhn et al. 2016).

Dissemination of Weather Information

Freight-specific weather information is rare, but most road weather information is appropriate for CMVs as well as other vehicles. An exception is high cross-wind warnings that apply more to tall vehicles with more surface area and high centers of gravity. An excellent example of a current study focused on CMV weather-related events is the I-80 CV Pilot.

The Wyoming Department of Transportation was one of the first pilot agencies identified by USDOT to test and possibly show the value of CV technology in the United States. The Wyoming Department of Transportation is leading a project to implement new methods of communicating roadway and safety information for commercial truck drivers and fleet managers along almost 400 miles of I-80. Frequent closures and weather-related incidents were principal reasons for the selection of the I-80 corridor. The first steps of the project led to the development of a ConOps, and the physical deployment of the system will start in the fall months of 2017 (Gopalakrishna et al. 2015).

The primary capabilities and functions of the I-80 system are to collect data and distribute them to drivers before and during their trips. Examples of data that serve as input into the system include road and weather data, work zone information, travel times, and advisories. Information would then be distributed directly to CVs and roadside infrastructure. Commercial vehicles will also have the capability to directly send messages to other trucks driving along the corridor. Figure 8 shows a visual schematic of the process that will be used to transmit weather-related information between the National Weather Service, the transportation management center (TMC), and CVs (Gopalakrishna et al. 2015).

The primary purpose of the I-80 ConOps was to have a standard set of practices and a shared agreement about roles and responsibilities for deployment and managing the CV program for that corridor. The ConOps referenced the importance of ensuring the Security Credentialing and Monitoring System (SCMS) within the TMC. The role of the SCMS is to ensure that systems and processes within the TMC are capable of producing Institute of Electrical and Electronics Engineers 1609.2–compliant certificates that safeguard encrypting and signing messages (Gopalakrishna et al. 2015).

Weather issues that are more focused on the I-10 corridor might involve dust storms in arid areas, represented mostly by conditions in New Mexico and Arizona. Such storms can arise without warning and reduce driver visibility to the point that freeway closure becomes a reasonable option. Another weather event is flash flooding. Although rare, flooding can also cause closure of a major interstate in an extreme weather event. Even though the conditions along I-10 are different from those along I-80 in Wyoming, the same or similar principles will apply to CVs operating along either corridor.

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Reference: (Gopalakrishna et al. 2015)

Figure 8. Schematic of Vehicle-to-Infrastructure Weather Data Collection

Vehicle Size/Weight

Truck size and weight issues across the four states have more in common than they do differences. However, it is important for freight efficiency to establish common grounds both for trucks operating within legal limits and those operating under extra-legal rules for movement of oversize/overweight loads. USDOT can establish the beginning point for this process (FHWA 2004).

Data Sources and Standards

Table 3 summarizes some of the current data sources for freight operations and applicable standards (Jensen et al. 2012). As Table 3 demonstrates, some data are publicly available, but other critical data such as terminal information are controlled by private firms. Most users do not have access to all of this information in one location. Currently, there is no system in place that can pull together data from various disparate sources and make them available in a more comprehensive way. Private firms involved in moving freight could greatly benefit from integrated information about intermodal freight shipments. This information might include load availability, ship/train arrivals, vehicular movements, chassis availability, and empty containers.

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Table 3. Current Data Sources for Freight OperationsData Type Sources Applicable Standards

Traffic sensor data State/local TMCs Private data providers (e.g., INRIX,

TomTom, and highway loops)

Traffic Management Data Dictionary American National Standards

Institute (ANSI) X12 Electronic Data Interchange (EDI)

Incident/event reports

State/local TMCs Private data providers

Traffic Management Data Dictionary Universal traffic data format

Images State/local TMCs Private data providers

Traffic Management Data Dictionary Universal traffic data format

Road/environmental sensor station data

State/local TMCs National Oceanic and Atmospheric

Administration and National Weather Service

Traffic Management Data Dictionary XML

Parking data Private sources (e.g., Parking Data Ventures, ParkingCarma, Parking in Motion, Parkopedia, and Streetline)

ANSI X12 (EDI)

Terminal data Marine and rail terminal web sites Railroad and ocean carriers Truck dispatch platforms (e.g., Profit

Tools and Trinium) Chassis movements Airport/seaport terminal systems

ANSI X12 (EDI) XML

Load matching and shipment information

Shippers/receivers Third-party logistics firms Load matching sites (e.g.,

www.loadmatch.com)

ANSI X12 (EDI) XML

Truck movement data

Truck GPS probes Location-enabled cellphones

N/A

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TOOLBOX APPLICATIONS

INTRODUCTION

One type of toolbox or toolkit advanced by Seedah et al. (2013) in response to provisions of MAP-21 was developed as a truck-rail intermodal toolkit for multimodal corridor analysis to enable planners and other stakeholders to examine freight movement along corridors based on mode and route characteristics. The toolkit uses techniques to simulate line-haul movements and models to evaluate multiple freight movement scenarios along corridors. This methodology could also be applied to the I-10 corridor or the national freight network as a whole.

This same research study used a Truck-Rail Intermodal Toolkit (Seedah et al. 2014) to examine truck and rail movements along multiple freight corridors and the Gulf Coast megaregion. The Truck-Rail Intermodal Toolkit has two components: the truck operating cost model and the rail operating cost model. This provides the ability to incorporate roadway and track characteristics such as elevations, grades, travel speeds, fuel prices, maintenance costs, and labor costs. Outputs include fuel consumption and cost, travel time, and payload cost.

TOOLBOX FOR I-10

The toolbox for I-10 is viewed as a search for solutions both in terms of how to solve issues and how to pay for them. It is based solely on the literature search and synthesis performed by the research team and reported in this document. In developing a list of technological or other solutions for challenges that stakeholders are facing or might face in the foreseeable future, it is important to realize that some answers come from the public side and some from the private side. Yet others are a combination of public/private input to synergistically resolve needs. For example, truck parking has both a public and a private side.

Since parking has become such a critical need in many areas, truck drivers and truck stops must work together to ensure optimum use of parking spaces. Truck stops can be proactive in sharing information on space availability or even reserving spaces by time, or they can take a more relaxed approach, which leaves drivers uncertain about parking. For the proactive approach to work successfully, drivers must still chart their trajectory to determine arrival time based on hours-of-service requirements, loading time, travel speed, and traffic delays. Funding sources vary with time and are a function of priorities within state and federal governments, so funding sources documented by this search and synthesis will need to be verified.

CMV NEEDS

This section describes CMV needs and their potential solutions and funding sources. Other needs could also be listed, but their public component is either nonexistent or not as compelling as those listed. For example, CMV tracking data could be useful for planning purposes, but ATRI already provides these data, plus larger carriers have their own tracking systems for their own logistics purposes. CMV needs addressed in this chapter are as follows:

CMV parking availability E-clearance at weigh stations along I-10 CMV traveler information

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Port multimodal Information Rail terminal information Weather information

CMV Parking Availability

Challenge

Of the four states, Texas and California have the highest number of private spaces but also have the greatest need to increase CMV parking supply. A few states are joining forces to develop regional truck parking systems, so that might be appropriate for the four states to consider. If this is appropriate for I-10, the process should begin by developing a master plan to guide such decisions along the corridor.

Solutions

Private parking (e.g., truck stops) is provided by private investments. Public rest areas could be expanded, or better controls could be enacted to make sure truck parking is being used appropriately (e.g., no bobtails, no parked trailers, and no recreational vehicles). Dedicated bobtail parking or allowing bobtails to park in the car lot could free up space for a full combination vehicle.

Funding

For public rest area parking, states can apply for grant opportunities through two ongoing programs—FASTLANE grants and TIGER grants. Section 1401 of Public Law 112-141 (MAP-21), commonly referred to as Jason’s Law, established eligibility for facilities to provide truck parking to serve the NHS.

E-clearance at Weigh Stations along I-10

Challenge

Either PrePass or DriveWyze are available for e-clearance across the entire corridor. In Texas, PrePass is not currently available on I-10, but DriveWyze has a site near Seguin, Texas, operating in both directions. Of course, a carrier could opt into both programs but would have to pay twice for coverage over the entire I-10 corridor.

Solutions

PrePass. PrePass in its current form uses transponders and significant roadside investment for new sites. HELP Inc., the company that provides a suite of services for motor carriers including PrePass, would need to determine whether a business case exists to add one or more sites in Texas.

DriveWyze. Using the available information, only Texas and New Mexico are equipped for DriveWyze bypass, not Arizona or California. However, DriveWyze has added new sites recently that might not show up in the available information. Adding new sites for DriveWyze is simply a matter of participants opting into the program and acquiring the application for their smart device. There is no roadside equipment to install like with the PrePass program.

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Funding

Both HELP Inc. and DriveWyze would be responsible for adding sites and would require no public funds. Motor carriers have to opt into the program and pay a small fee for a transponder for PrePass.

CMV Traveler Information

Challenge

Most of the necessary traveler information for CMVs is being disseminated for all vehicles. In some segments of the I-10 corridor (e.g., southern California), studies directed at developing a FRATIS ConOps or otherwise pertaining to FRATIS have identified the necessary pieces that need to be addressed. Large segments of the corridor have not been addressed but should be.

Solutions

Early FRATIS studies have application to other segments of I-10 as well as southern California although differences also exist and need to be addressed. Perhaps particular attention is warranted for the I-10 bottlenecks identified by ATRI data. Of the top 30 worst sites, those on I-10 are as follows:

I-10 at I-15 in San Bernardino, California, ranked 8th I-10 at I-17 (the stack) in Phoenix, Arizona, ranked 12th I-10 at I-110/US-54 in El Paso, Texas, ranked 20th I-10 at I-410 in San Antonio, Texas, ranked 22nd I-10 at SR-51/SR-202 (the mini-stack) in Phoenix, ranked 25th

Funding

Some of the FRATIS-related activities would be suitable for private funding, and some private or local funds could be leveraged against federal funds. The literature search did not reveal any dedicated funding sources for FRATIS.

Port Multimodal Information

Challenge

Ports generally provide static information. Even if they have webcams, they do not show queue length. Since the earliest days of FRATIS, efforts focused on improving productivity and public benefits through technology. In tracking the processing that was occurring at that time for a container from waterborne vessel to drayage, to rail, back to drayage, and then into and out of a distribution center, investigations found that 40 percent of the transportation time was waiting for information exchange between supply chain partners. Since I-10 generally runs parallel to the international border between the United States and Mexico, providing border wait times for CMVs could also be part of this challenge.

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Solutions

A solution could lie in investigating all four components of FRATIS: intermodal exchange, real-time traveler information, dynamic route guidance, and drayage optimization. All four components could greatly improve the efficiency of freight movement through maximizing loaded trips and minimizing bobtail trips. Border wait times are being addressed in Texas by providing radio frequency identification systems and disseminating the information to motor carriers.

A number of private programs exist for matching loads, drivers/carriers, and shippers. For example, with Convoy, shippers can get online quotes and prioritize carriers. Shippers get pick-up/drop-off alerts and can track shipment using a mobile app. Carriers can use a web platform or a free mobile app to find loads. Carriers must be vetted prior to joining. Some programs are designed around avoiding the middleman (brokers) to save cost. One of these programs, uShip, specializes in the movement of oversized goods. With uShip, carriers are able to create custom profiles and set up shipment searches and alerts (including nearby shipment alerts so it is useful for preventing empty backhauls). Carriers are also able to set up bid alerts and engage in auto-underbidding and group bidding.

Funding

Some of the FRATIS-related activities would be suitable for private funding, and some private or local funds could be leveraged against federal funds. The literature search did not reveal any dedicated funding sources for FRATIS or for equipment to monitor border wait times.

Rail Terminal Information

Challenge

Rail terminal information is limited partly because rail operators are traditionally unwilling to provide information to outsiders. The reason is likely due to concerns about tight profit margins and keeping anyone, including their competition, from access to proprietary information.

Solutions

Information is scarce, but one likely source is rail terminal websites.

Funding

Getting access to rail information beyond what is available on rail terminal websites is unlikely.

Weather Information

Challenge

Corridors that are subject to extreme weather events need to have a methodical way to alert all drivers when weather events occur. Weather issues that are more focused on the I-10 corridor might involve dust storms in arid areas represented mostly by conditions in New Mexico and Arizona. Such storms can arise without warning and reduce driver visibility to the point that freeway closure becomes a

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reasonable option. Another weather event is flash flooding. Although rare, flooding can also cause closure of a major interstate in an extreme weather event.

Solutions

Even though the conditions along I-10 are different from those along I-80 in Wyoming, similar principles apply to CVs operating along either corridor. Solutions to I-10 weather events should begin with a thorough investigation of weather needs and determining the appropriate response by identified agencies.

Funding

Funding might come from a number of sources, including the CV program. A local funding match would likely be required from state/local governments.

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